Internal-combustion-engine control.



G. W. SNYDER. INTERNAL COMBUSTION ENGINE CONTROL. APPLICATION man was, 19:4. RENEWED JUNE 19. ms.

' 1, 7,355, I Patented Feb.27,1917.

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Patented Feb. .27, 1917.

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GEORGE W. SNYDER, OF INDIANAPOLIS, INDIANA, ASSIGNOB TO SWABTZ ELECTRIC (10., OF INDIANAPOLIS, INDIANA, A CORPORATION.

INTERNAL-COMBUSTION-ENGINE CONTROL.

Specification of Letters Patent. Patented Feb, 2'7, 1917.

Application filed August 3, 1914, Serial No. 854,861. Renewed .Tune 19, 1916. Serial No. 104,579.

To all whom it may concern:

Be it known that I, GEORGE W. SNYDER, a citizen of the United States, and a resident of Indianapolis, county of Marion, and State of Indiana, have invented a certain new and useful Internal-Combustion-Engine Control, and do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, in which like letters refer to like parts.

The object of this invention is to provide internal combustion engines with governor controlled means for operating them with con-- stant ignition or hit and miss as desired. It is very desirable that the same engine may be readily changed from the constant ignition type to the hit and miss type of operation to accommodate it to varying kinds of work and such result is accomplished by this invention. Therefore, the engine can easily be altered for different kinds of work. When a continuous delivery of power is desired, continuously successive explosions are necessary, but when its load is light, the hit and miss operation will save fuel and be otherwise preferable.

One feature of the invention, therefore, consists in combining the governor con trolled means for regulating the throttle valve, of a carbureter ormeans for supplying the moisture to the engine, and means for converting the operation into the hit and miss type by disconnecting the throttle valve. Associated with the foregoing is the provision of means controlled by the governor for holding out of operation the lever for controlling the exhaust from the engine at the same time thatthe throttle valve of the carbureter or the like is disconnected from the governor.

The full nature of the invention will be understood from the accompanying drawings and the following description and claims:

In the drawings, Figure 1 is a side elevation of an engine equipped with said invention. Fig. 2 is an end elevation .on an enlarged scale of a portion of the left-hand end of the engine, as shown in Fig. 1, including the governor, throttle valve and associated mechanism. Fig. 3 is a plan view of a portion of the left-hand end of the engine, as shown in Fig. 1, but on an enlarged scale. 7 Fig. 4c is a section on the line H of Fig. 1, but on a larger scale. Fig. 5 is the same as Fig. 1 in its hit and miss position.

There is shown herein a frame 10 of an internal combustion engine having a fly wheel 11, crank shaft 12, eccentric 13 and lever 14; fulcrumed at 15 adapted through a movable member 16 to operate in a valve cage 17 beside the engine cylinder 18 for controlling the exhaust therefrom. Associated with the cylinder and above it is a water cooling chamber 19. 20 is a connecting rod running from the piston to the crank shaft 12. I

The foregoing parts are not new so far as this invention is concerned and the invention is not limited to any particular construction of the said parts or of the engine so far described.

The outlet to the carbureter 21 is controlled by a throttle valve 22 associated with an intake cage 71 which is'in communication with the valve cage 17 A throttle valve shaft 23 has an arm .25 on the upper end of it, as seen in Fig. 3, from the outer end of which a connecting rod 26 extends to and is pivotallyconnected with one end of a horizontal lever 27 by means of a removable pin 28. The bar 27 is pivoted between its ends at 29 to a fixed bracket 30 on a member 31 attached to a frame member 72. In said member 31 there is secured a bearing sleeve 132 held in place by a set screw 133. On

said sleeve a rotary member 33 is mounted on the long ends are governor weights 39 and their short arms extend inwardly and engage the head 40 of a governor rod 32 which reciprocates in the bearing sleeve 132. At its inner end the governor rod 32 is provided with a vibrating member 42 which fits astride and engages the horizontal lever 27.

The throttle valve 22 is normally open, even when the governor is in idle position. As the governor is actuated when the speed becomes relatively high, the governor moves the rod 32 and lever 27 and correspondingly moves the throttle valve toward closing position. As the speed lowers, the throttle valve is returned by a spring 45 acting on the lever 27. This spring is connected with said lever on the side of the fulcrum 29 opposite the connection of said lever with the throttle valve. Then said shaft is connected by an adjustable screw 46 in an arm 1-7 on the cage 71, as seen in Fig.

The foregoing mechanism controls the operation of the throttle valve automatically and causes constant ignition. The engine is-caused to hit and miss by removing pin 28 to disengage lever 27 from the throttle valve. At the other end of the lever 27 there is a connecting bar 50 which is pivoted to the upper end of a lever 51 fulcrumed between its ends to the cage 17 by a pin 52. The lower end of the lever 51 is bifurcated and fits astride the lever 11 and the bifurcated ends of the lever 51 are turned inward to make a pair of 0p positely disposed projections.

Said projections 53 are far enough apart to permit the free operation of the lever 14 when the governor and engine are run ning at normal speed. When the speed becomes excessive, the governor will move the lever 27 against and in opposite directions to the pull of the spring 45 and thus rock the lever 51 to the dotted line position in Fig. 4, so that one of the projections 53 will catch under lever 1 and hold it out of operation, and while lever lat is in its upper position, the exhaust valves in the valve case, not shown, are open. On the other hand, as the engine is stopping, the governor ceases to act on lever 27, and the spring 425 pulls said lever so as to rock the lever 51 in the opposite direction and then the other projection 53 catches under lever 14: and holds it in its upper position. Therefore, the lever 1%: is out of operation when the engine stops and that enables the engine to be started readily as it prevents com pression in the cylinder.

\Vhen the throttle valve is operatively connected with the governor, the lever 51 will never be suliiciently operated or moved by the governor to catch the lever let, for the throttle valve will respond so quickly to any movement of the governor as to prevent any wide variation of the movement of the lever 51.

Thus when the engine is running hit and miss, it is still governor controlled and it will be checked by the excessive action of the governor and as the speed diminishes the governor will move the leve 51 back to normal running position and then there will be regular ignition until the speed again becomes too great, when it will be stopped. lVhen it is desired to change the engine back to the regularly igniting condition, the pin 28 is replaced to couple parts 26 and 2.? together.

The invention claimed is:

1. In an internal. combustion engine, a throttle valve for controlling the supply of fuel, means for controlling the exhaust valve of the engine, and governor controlledmeans releanably connected with said throttle valve adapted to regulate the throttle valve while it is connected therewith and adapted when it is not connected with said throttle valve to regulate the action of the means for controlling the exhaust.

2. In an internal combustion engine, a throttle valve for controlling the supply of fuel, means for controlling the exhaust valve of the engine, a lever mechanism releasably connected with said throttle valve and adapted when in extreme positions to stop the means for controlling the exhaust, and a governor actuated by the engine for operat ing said lever mechanism.

3. In an internal combustion engine, a throttle valve for controlling the supply of fuel, means for controlling the exhaust valve of the engine, a lever mechanism releasably connected with said throttle valve and adapted when in extreme positions to stop the means for controlling the exhaust, a gov ernor driven by the engine for actuating said lever mechanism in one direction, and a spring for actuating it in the opposite di rection.

4-. In an internal combustion engine, a throttle valve for controlling the supply of fuel, means for controlling the exhaust valve of the engine, a lever mechanism releasa-bly connected with said throttle valve and adapted when in extreme positions to stop the means for controlling the exhaust, a governor driven by the engine for actuating the lever so as to tend to close the throttle valve when it is connected with said lever mechanism, and a spring tending to move said lever mechanism in an opposite direction.

5. In an internal combustion engine, a throttle valve for controlling the supply of fuel, a cam actuated lever for controlling the exhaust valve of the engine, a. governor lever fulcrumed between its ends and at one lever is actuated to either extreme position,

a governor driven by the engine for actuating said governor lever in one direction, and a spring for moving it in the opposite direction.

6. In an internal combustion engine, a

throttle valve for controlling the supply of fuel, means for controlling the exhaust valve of the engine, and governor controlled means releasably connected with said throttle valve and arranged so that in its extreme positions it will stop the operation of the means for regulating the exhaust and in its intermediate positions will not affect said means but will control the throttle valve.

7. An internal combustion engine having automatic means to regulate the speed either by the charge volume varying principle or by the hit or miss principle respectively, and having means for changing the operation of the engine from one mode ofv regulation to the other.

8. An internal combustion engine having means for controlling the amounts of the explosive charges admitted thereto, automatically operated means for interrupting the explosions according to the speed of the engine, and means for connecting either of said controlling means to an operating element.

9. An internal combustion engine regulable in speed by either thecharge volume varying principle or by the charge omission principle comprising an automatic control, and means associated with the control whereby the operation of the engine may be changed from one of said modes of speed regulation to the other.

10. An internal combustion engine regulable in speed by either the charge volume varying principle or by the charge omission principle comprising an automatic control, and means associated with the control whereby the operation of the engine may be changed from one of said modes of speed regulation to the other.

11. An internal combustion engine having means for controlling the amounts of the explosive charges admitted thereto, means for interrupting the succession of explosions, a speed controlled governor, and means for operatively connecting the governor with one or the other of said controlling means.

12. In an internal combustion engine, a throttle valve, an exhaust valve, means automatically operative upon a predetermined speed of the engine for holding the exhaust valve out of operation, and means establishing an operative relation between the engine shaft and either said throttle valve or exhaust valve detaining means.

13. In an internal combustion engine, a

throttle valve for controlling the amount of fuel, means for controlling the number and succession of charges to the engine and governor controlled means releasably connected with said throttle valve and adapted to regulate the throttle valve while it is connected therewith and adapted when it is not connected with said throttle valve to regulate the action of the means for controlling the number and succession of the charges.

14:. In an internal combustion engine, a supply controlling throttle valve, means for controlling the succession of explosion charges, a governor, means connecting said governor with said charge succession controlling means, a releasable connection between the governor and throttle Y valve and means whereby said charge succession controlling means is inoperable while the governor is connected to the throttle valve.

15. In an internal combustion engine, in combination with governor means, a throttle valve, charge interrupting means, a member for operatively connecting said governor and charge interrupting means, means to releasably connect said governor and throttle valve and means for establishing an operative relation between the governor and charge interrupting means only when the throttle valve is disconnected from the governor.

16. In an internal combustion engine, in combination with governor means, a throttle valve, charge interrupting means, a member pivoted to swing in a vertical plane adapted to operatively connect said governor means and charge interrupting means, said member being automatically operable by the governor means to efiect such connection and normally inoperative during the connection of the governor and throttle valve, and means to 'releasably connect said governor and throttle valve.

17 .In an internal combustion engine, in combination with a governor, a throttle valve, speed regulating means operable by interrupting the explosion charges, means for releasably connecting the governor to the throttle valve and a member between the governor and the charge interrupting means operable to occupy three positions, one for engagement with the said charge interruption means to operate the same when the engine is at high speed and'one to engage such means when the engine stops and thetWoin which the said member is inoperable with respect to the charge regulating means, the said third position being occupied by said member When the throttle valve and a governor are connected.

18. In an internal combustion engine, in combination with a throttle valve, charge interrupting means, a governor common to both of said regulating means, a lever common to said regulating means and pivotally connected at opposite ends respectively thereto, said connection With the throttle being releasable, the lever arm controlling the charge interrupting means being operable in one direction by the governor, and a spring for pulling said arm in the opposite direction,

In Witness whereof, I have hereunto aifixed my signature in the presence of the Witnesses herein named.

. GEORGE W. SNYDER. lVitnesses J. H. VVELLs, R. G. Looinvoon.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

